High frequency at 80 km/h? Is the track having double lines the answer is no! Kadanganye mamako kama Mchina alivyokudanganya!Sawa, tutakuelimisha.
Kenya SGR is designed for high frequency. Yaani train mingi fupi fupi 1km long running at the same time. This is achieved by having many crossing stations small distances apart, alot of locomotive engines and double stack to get short trains but carry many containers. For example at any point in time 12 trains or more will be heading to Nairobi from mombasa and 33 crossing stations mean trains wait a short time for the opposite train for go through a section. 25tons per axle means a carriage can carry 100tons, 2 40 ton containers stacked.Very few containers will pass 40tonnes weight which is the limit of trucks so its useless to make the rail be able to carry bigger weights unless its for carrying mining ore.
Tz you will fill a longer train but there will be few of them. Few crossing stations mean you can't put too many trains on the same track as they cant cross each other easy. The train will have to wait to get full but ile fupi ya Kenya is already on its way to Nairobi. So Tz train is faster but imepoteza wakati ikijazwa.
Mwishowe Kenya SGR itabeba more kwavile its optimized for high frequency trains.
CC: Zigi Rizla Kafrican Depay Teargass Tony254 pingli-nywee komora096 asvptxUPDATED LIST
a) 400kV Transmission Lines
1) 400kV Iringa-Shinyanga TL (670km)
- Iringa SS
- Dodoma SS
- Singida SS
- Shinyanga SS
2) 400kV Mbeya-Iringa TL (350km)
- Mbeya SS
- Kisada SS
- Iringa SS
3) 400kV Mbeya-Nyakanazi TL (1148km)
- Mbeya SS
- Tunduma SS
- Sumbawanga SS
- Mpanda SS
- Kigoma SS
- Nyakanazi SS
3) 400kV Nyakanaz-Kigoma TL (280km)
4) 400kV Dar es Salaam-Dodoma TL (451km)
5) 400kV Tabora-Katavi TL (132km)
6) 400 kV Somanga- Kinyerezi TL (198km)
7) 400kV Somanga-Mtwara TL (253km)
8) 400kV Rufiji-Chalinze TL (162km)
9) 400kV Chalinze-Dodoma TL (350km)
10) 400kV Dar es Salaam (K)-Arusha TL (682km)
11) 400kV Singida-Namanga(Ar) TL (414.4km)
12) 400kV Njombe-Kisada TL (170km)
13) 400kV Tanzania-Mozambique TL
14) 400kV Mtwara-Songea TL
b) 220kV Transmssion Lines
220kV Ubungo-Morogoro TL (172km)
220kV Ubungo-Morogoro TL (179km)
220kV Kidatu-Morogoro 1 TL (116km)
220kV Kidatu-Morogoro 2 TL (130km)
220kV Kidatu-Iringa TL (160km)
220kV Iringa-Mufindi TL (130km)
220kV Mufindi-Mbeya TL
220kV Bulyanhulu-Geita TL (55km)
220kV Masaka-Mwanza TL (640km)
220kV Somanga-Kinyerezi TL (198km)
220kV Ubungo-Kinyerezi TL (15km)
220kV Mlandizi-Zinga TL (15km)
220kV Somanga-Lindi TL (154km)
220kV Mtwara-Songea TL (656km)
220kV Iringa-Dodoma TL (237km)
220kV Dodoma-Singida TL (210km)
220kV Singida-Arusha TL (212km)
220kV Singida-Shinyanga TL (200km)
220kV Shinyanga-Buzwagi TL (100km)
220kV Shinyanga-Mwanza TL (140km)
220kV Mwanza-Bulyanhulu TL (129.46km)
220kV Kihansi-Iringa TL (95.23km)
220kV Kihansi-Kidatu TL (180km)
220kV Kyaka-Nyakanazi TL (232km)
220kV Geita-Nyakanazi TL (144km)
220kV Rusumo-Nyakanazi TL (98.2km)
220kV Makambako-Songea TL (250km)
- Madaba SS
- Songea SS
- Makambako SS
220kV Ibadakuli-Mwanza TL
220kV Ibadakuli-Bulyanhulu TL
220kV Ibadakuli-Buzwagi TL
220kV Kibaha-Bagamoyo TL
220kV Kinyerezi-Morogoro TL (existing line)
220kV Kinyerezi-Morogoro/Kingolwira TL (SGR 1)
- Pugu SS
- Ruvu SS
- Kidugalo SS
- Kingolwira SS
220kV Morogoro-Makutupora TL (414km, SGR 2)
c) 132kV Transmission Lines
132kV Ibadakuli-Tabora TL
132kV Mtwara-Mahumbika TL (80km)
132kV Ubungo-Mbagala TL
- Ubungo SS
- Kurasini SS
- Mbagala SS
132kV Ubungo-Gongo la Mboto TL
- Ubungo SS
- Kipawa SS
- Gongo la Mboto SS
132kV Tabora-Kigoma TL (395.1km)
132kV Kurasini-Kigamboni TL (13.95km)
132kV Ubungo-Chalinze TL (97km)
132kV Chalinze-Morogoro TL (82km)
132kV Chalinze-Hale TL (175km)
132kV Pangani Fall-Hale TL (8.5km)
132kV Hale-Tanga TL (60km)
132kV Hale-Same TL (173km)
132kV Same-Kimungi TL (102km)
132kV Kimungi-Arusha TL (70km)
132kV Mwanza-Musoma TL (210km)
132kV Shinyanga-Tabora TL (203km)
132kV Musoma-Nyamongo TL (100km)
132kV Ubungo-Kunduchi/Tegeta TL (41km)
132kV Kunduchi-Zanzibar (Marine Cable) (38km)
132kV Ubungo-Mtoni TL
132kV Ubungo-Ilala 1 TL (11km)
132kV Ubungo-Ilala 2 TL (11km)
132kV Mtukula-Bukoba TL (84km)
132kV Tabora-Katavi TL (381km)
132kV Tabora-Kigoma TL (395km)
Afu mtu anasema tuna shida ya usambazi! Na Tanzania ilivyokubwa!!!
Boss, kupakia treni sio kusema treni ianze safari papo hapo..Zinaendeshwa kulingana na schedule..Saa na siku ambayo mzigo unashukishwa kwa meli ndio hu- determine mzigo unaenda na treni ya saa ngapi siku gani..Logistics are planned beforehand and the carrige beds loaded on schedule...The train-engine is hooked up to the load an hour before departure..NIshawahi kukueleza ile scenario ya 4 one of your train kujazwa mizigo, treni zetu tatu zitakua zilijaa!
Wakati nyinyi mna treni ndefu za kubeba mizigo mingi kwa mpigo, sisi tuna vituo vingi zaidi vya treni kupishana (passing loops)
Big axle load means less frequency of trips, small axle load means more frequent trips... There is a reason kwanini mmepiga order ya only 16 locomotives wakati Kenya ilinunua 56 locomotives.... Nyinyi mkipiga treni moja ya 10,000 tonnes sisi tunapiga treni tatu ambazo zitakua 12,000 tonnes, at the end of the year tutakua tulibeba mizigomingi kuliko nyinyi wa axle load kubwa
What you are saying without meaning to say is that in TZ, most of the cargo doesn't need to go anywhere since Dar takes like 70% of all the cargo that lands in Dar port. Which means TZ SGR wont have that much cargo going to the hinterlands, So essentially Tz is building the SGR to benefit the likes of Rwanda and DRC who will be able to use as much as 95% of the capacity of the SGR with only 5% serving the hinterlands of Tanzania.KE SGR 22M tonnes per year
TZ SGR 18M tonnes per year
Before you celebrate, half kenya's cargo is destined to industrial nairobi leaving only 12M tonnes for hinterland and Transit to uganda.
Incontrast, 95% of the TZ SGR 18M tonnes will be transit cargo to hinterland & other countries..
This is how TZ SGR will beat KE SGR as the choice for transit goods to other countries..They have more CAPACITY since they dont need to use SGR for goods destined for their commercial & industrial center -Dar esalaam
Plus, the TZ SGR will make more money since 95% of the cargo will be hauled longer while 50% of ke sgr cargo is hauled only 480 km to nairobi
Hio 600 km ni sawa na Mombasa to Naivasha. Tofauti ni kwamba yetu tulishamaliza zamani kujenga ila yenu hata hamjamaliza phase one Dar mpaka Moro. Bado mpo nyuma sana Geza.Inategemea by km unamaanisha nn kama track length (with side railway) is over 722 km but if just the distance btn the 2 places is 600 km!
Dar - Moro Project
Contract for phase one of Dar es Salaam – Morogoro 300 kilometers Standard Gauge Railways signed on 3rd of February 2017, construction works commenced on 2nd May 2, 2017. The project expected to complete on 2nd of November 2019.
Project Budget
2.7 Tanzania Trillions of Shillings are spent for Dar es Salaam – Morogoro SGR Line Project.
Bridge Construction
A 2.56 Kilometers Viaduct Bridge is constructed in Dar es Salaam City Center to Ilala Shaurimoyo to avoid traffic.
Total of 26 Large Bridges and 243 Small bridges are constructed from Dar es Salaam to Morogoro. Also, there will be 17 Overpasses and 15 Underpasses for People, animals and Vehicles
Station Works
Six (6) Stations are constructed between Dar es Salaam and Morogoro, there will be 2 Major Stations at Dar es Salaam and Morogoro and intermediate stations at Pugu, Soga, Ruvu and Ngerengere. Station designs are based on Tanzania environment, Culture and Natural resources found including Minerals.
Electrification Line
SGR trains will use electricity for moving Locomotive.
Telecommunication & Signaling
Trains operations will use European Train Control System Level 2 to ensure safety and efficacy in SGR operation activities at the Main Control Room at Dar es Salaam main Station.
Main Workshop and Marshalling Yard
Main Workshop and Marshalling Yard for Shunting Block trains is constructed at Kwala in Coast region.
Moro-Makutupora Project
Contract for Morogoro – Makutupora 422 Kilometers Standard Gauge Railway signed on 29 Septemba 2017, the project expected to complete on February 2021 under the Contractor Yapi Merkezi.
Project Budget
4.4 Tanzania Trillions of Shillings are spent for Dar es Salaam – Morogoro SGR Line Project.
Project progress
Contractor is on Clearance and Earth works stages.
Electrification Line
SGR trains will use electricity for moving Locomotive.
Telecommunication & Signalling
Trains operations will use European Train Control System Level 2 to ensure safety and efficacy in SGR operation activities at the Main Control Room at Dar es Salaam main Station.
Vichwa 56 hi kwa sababu ndio hivyo hivyo vinahitajika kwa Treni ya abiria so lazima viwe vingi tofauti na sisi kuna EMUs hazihitaji vichwa.NIshawahi kukueleza ile scenario ya 4 one of your train kujazwa mizigo, treni zetu tatu zitakua zilijaa!
Wakati nyinyi mna treni ndefu za kubeba mizigo mingi kwa mpigo, sisi tuna vituo vingi zaidi vya treni kupishana (passing loops)
Big axle load means less frequency of trips, small axle load means more frequent trips... There is a reason kwanini mmepiga order ya only 16 locomotives wakati Kenya ilinunua 56 locomotives.... Nyinyi mkipiga treni moja ya 10,000 tonnes sisi tunapiga treni tatu ambazo zitakua 12,000 tonnes, at the end of the year tutakua tulibeba mizigomingi kuliko nyinyi wa axle load kubwa
tumeanza nyuma yenu right?Hio 600 km ni sawa na Mombasa to Naivasha. Tofauti ni kwamba yetu tulishamaliza zamani kujenga ila yenu hata hamjamaliza phase one Dar mpaka Moro. Bado mpo nyuma sana Geza.
Basi kama mmeanza nyuma yetu mbona huwa mnakimbizana na sisi? Si mkubali tu sisi tuliwatangulia na tuko mbele yenu na hamtawahi kutufikia. Kisha tuache ligi kwani mshindi ashapatikana.tumeanza nyuma yenu right?
Dar - Moro Project
Contract for phase one of Dar es Salaam – Morogoro 300 kilometers Standard Gauge Railways signed on 3rd of February 2017, construction works commenced on 2nd May 2, 2017. The project expected to complete on 2nd of November 2019.
tunachosema ni kuwa mpo mbele na mtungi wa chang'aa! garimoshi! Kitu hamtaki kuskia!Basi kama mmeanza nyuma yetu mbona huwa mnakimbizana na sisi? Si mkubali tu sisi tuliwatangulia na tuko mbele yenu na hamtawahi kutufikia. Kisha tuache ligi kwani mshindi ashapatikana.
Hahaha. Sawa yaishe. Mshindi keshapatikana.tunachosema ni kuwa mpo mbele na mtungi wa chang'aa! garimoshi! Kitu hamtaki kuskia!
CC: Zigi Rizla Kafrican Depay Teargass Tony254 pingli-nywee komora096
Hahahahaha kinyonge saanaWenzako Ethiopia ndio hawa
Few facts before we get to that:
Wanagenerate 4,300MW
Sijui Demand yao ni ngapi lakini ukizingatia vile watatuuzia 400MW kuanzia mwaka huu, inamaanisha wako na umeme unaotosha matumizi yao.
-------------------------------------------
The entire railway transportation system has not been immune from a wide-area electric power blackout contributing to a series of disruption on its operations between the Addis-Djibouti rail networks.
The study Gedion and his team have conducted indicates that: “For instance, by the end of October 2019, the number of power cuts that occurred on train operation have reached to 6,742, and the overhead line reaching to 1,736.”
The frequent power cuts not only has affected the efficiency of the railway transport, but has also led to anomalous operations including rescue, slope stopping, regression, and a very serious impact on train operation safety. Some 60 percent of interruptions took close to three hours before the train’s returned to normal operations. But in some instances, three percent of the total events have caused more than a day long outages. The total interruption time was found out to be exceeding 4,800 hours since the start of railway operations across the corridor.
-----------------------------------------Power disruptions hobble Ethiopia’s railway lines | The Reporter Ethiopia English
A new study by a local research firm has indicated that the Ethiopian railway operation has been suffering from recurrent power outages, exacerbated lack of sound legal system, least available maintenance facilities and most importantly the absence of funding.www.thereporterethiopia.com
Yani umeme wa kusambaziwa reli umepotea mara 6,742 ndani ya hio miaka mitatu wamekua wakipiga safari za Addis Djibouti....
Kwa Ujumla ukichanganya mda wote ambapo stima ilikua imepotea kwa line ya reli, ni masaa 4,800..... Yani ukijulisha hayo masaa ni kama vile kulikua hakuna stima kwa siku mia mbili mfululizo (200 days) Au ukipenda 6 Months and 15 Days!!!!
Ethio - Djibouti Railway in pictures....
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Alafu kabla ujibu zile zenu za kawaida, za JPM kama mungu mdogo hawezi kosea lolote na amejipanga vilivyo, kwahivyo kwa SGR Tz hakutawahi potea stima hata siku moja..blah blah
- ukumbuke kwamba Ethiopia iko na viwanda vingi kushinda TZ,
- Viwanda na kampuni za Tanzania hushuhudia stima kukatika zaidi ya Viwanda na kampuni za Ethiopia ... Yani (Power outages in firms in a typical month (number)
- Ethiopia wana uweledi wa kuendesha kampuni za kiserekali vizuri kabisa kushinda Tanzania na kushinda hata Kenya .... Think Ethiopian airlines ama Commercial Bank of Ethiopia ambayo iko na assents worth $20 Billion!! Kwahivyo hao sio watu wa kuleta mzaha kazini manake wanafwata ile model ya China kupambana na uzembe au ufisadi.
NB: Sisemi kwamba eti TZ itapitia yale yanayo kumba Ethiopia kwa sasa, Nasema usianze kucheka mwenzio (Kenya SGR) anaye yumbayumba na kuteleza kwa matope wakati pia wewe (TZ SGR) unapanga kuvuka kivukio....... Kua na subra ya kuvuka kwanza bila kuanguka alafu ndo ucheke wenzako wanaoteleza.
KE SGR haina capacity ya 22 mln tones per year! all basic physics principles have failed to support that claim! axle load limit at 25 tons and speed at 70 km/h! May be if u tell us ur SGR is double track!KE SGR 22M tonnes per year
TZ SGR 18M tonnes per year
Before you celebrate, half kenya's cargo is destined to industrial nairobi leaving only 12M tonnes for hinterland and Transit to uganda.
Incontrast, 95% of the TZ SGR 18M tonnes will be transit cargo to hinterland & other countries..
This is how TZ SGR will beat KE SGR as the choice for transit goods to other countries..They have more CAPACITY since they dont need to use SGR for goods destined for their commercial & industrial center -Dar esalaam
Plus, the TZ SGR will make more money since 95% of the cargo will be hauled longer while 50% of ke sgr cargo is hauled only 480 km to nairobi
Kwenye hesabu za hayo mambo hua wanahesabu statistically ili ku standardize hesabu za port tofauti...... Ndio maana hesabu za port hua zinahesabiwa kwa TEU (Twenty-foot Equivalent Units) enev though port hua inapokea cargo zengine kwa maguniazengine kwa contena za 40ft.... etcBoss, kupakia treni sio kusema treni ianze safari papo hapo..Zinaendeshwa kulingana na schedule..Saa na siku ambayo mzigo unashukishwa kwa meli ndio hu- determine mzigo unaenda na treni ya saa ngapi siku gani..Logistics are planned beforehand and the carrige beds loaded on schedule...The train-engine is hooked up to the load an hour before departure..
Reli sio Matatu eti jaza jaza tufike haraka leo lazima tutimize trip 4 bosi amesema😂😂😂
This year, the port has established four successive productivity records. On Sunday, another record was broken by container carrier MV Ever Diamond which recorded 1523 moves within an eight hours shift.
The new record by the Panama-flagged vessel comes barely three weeks after another vessel MSC Maxine hit a record 1450 moves within an eight-hour shift. Equally, the vessel recorded an average of 190 gross moves per hour.
The record is inching towards 200 moves per hour which is associated with top global ports. Abu Dhabi’s flagship port – Khalifa – crossed this benchmark in 2015.
Gross moves per hour is a maritime productivity term that defines the total container movement on loading, offloading and repositioning divided by the number of hours for which the vessel is at berth.
Achieving and maintaining these high levels of productivity is one of the key value drivers for both the shipping lines and Kenya Ports Authority (KPA) in order to maximize efficiencies and increase terminal throughput and capacity.
Mombasa port breaks new record in cargo handling : The Standard
The Port of Mombasa is edging closer towards attaining 48 hours’ turnaround time for bigger vessels and enhancing its competitiveness following consiswww.standardmedia.co.ke
as if our ports r not being expanded!Kwenye hesabu za hayo mambo hua hizo hua wanahesabu statistically ili ku standardize hesabu za port tofauti...... Ndio maana hesabu za port hua zinahesabiwa kwa TEU (Twenty-foot Equivalent Units) enev though port hua inapokea cargo zengine kwa maguniazengine kwa contena za 40ft.... etc
Yani kwa mfano kama bandari ilipiga 20 Million tonnes ama tuseme 1.2Million TEU containers , haijalishi kama port hua inapokea meli moja kwa siku yenye contena 5,000 ama bandari nyengine inapokea meli tano kwa siku ambapo kila meli iko na only 1000 containers..... Tukija kwa ku calculate perfomance ya bandari tutachukua hio total ya 1.2 Million TEU na tugawanye hadi tupate hesabu ya lisaa limoja yani
(1.2 Million / 365 days)/ 24 hours = 136 Container per hour.
Hio inamaanisha bandari hio iko na speed ya kupakua 136 containers kutoka kwa meli ndani ya lisaa limoja, kwahivyo kutokea hapo unaweza ukaanza kupiga hesabu za kila aina ..
Uwezo wako waku handle hizo contena ndani ya lisaa limoja ndo hua inatumika ku determin throughput au efficiency ya bandari
Kumbuka KPA na KRA wanataka mtindo wa contena inashukishwa kutoka meli na kupakiwa juu ya reli moja kwa moja!
-------------------------------------------------
In February, March, April and May there were 172, 184, 203 and 203 trains respectively transporting goods to the ICD, according to KPA reports.
Kenya Ports Authority MD Daniel Manduku yesterday said for the past six months, they have been doing an average of seven trains per day to Nairobi.
“KPA introduced an ex-hook railage, whereby cargo destined for Nairobi via the SGR is offloaded from the ship and loaded straight to the waiting cargo trains,” Manduku said.
-----------------------------------------------KPA records highest ever SGR cargo trains to Nairobi
221 cargo trains transported cargo to ICD in Nairobi in the month of June.www.the-star.co.ke
Kwahivyo mwisho wa siku, unaeza kuta ule mda ambao treni ya TZ inachukua kujaa, Kenya inaweza kutumia mda huo huo kujaza treni ya kwanza na iondoke, treni ya pili nayo iondoke alafu treni ya tatu ya Kenya ikijaa ndo ya TZ ya kwanza itakua ndo imejaa sasa inataka kuondoka...
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Alafu kumbuka hapo Tz, makontena yatashukishwa kutoka kwa meli bila mpangilio wowote, yatapekekwa hadi ruvu dry port marshaling yard ndo sasa yapangwe vizuri juu ya SGR... Hapo kutakua kuna mda umepotezwa, itapatia treni za Kenya head start ya masaa kadhaa!!!!
Climate change itafanya bahari imeze Dar. Mlifanya ujinga sana kujenga Gdp yenu karibia nusu kando mwa bahari. Miaka 50 zijazo, Dar haitakuwepo
Geza Ulole joto la jiwe
Walisema hio capacity ya 35 Million tonnes itahitaji future upgrade kama kuongeza passing loops, electrification na number of trains... Lakini at current design hio 22 Million ndo carrying capacity ya relisome lies are being peddled above
kenyas sgr has an axle load of 35 tons
And has Capacity to carry between 22 million to 35 million tonnes per year
Its Designed to china class 1 railway standards
Ethiopia class 2 is the one that has axle load of 25 tons
Wenzako Ethiopia ndio hawa
Few facts before we get to that:
Wanagenerate 4,300MW
Sijui Demand yao ni ngapi lakini ukizingatia vile watatuuzia 400MW kuanzia mwaka huu, inamaanisha wako na umeme unaotosha matumizi yao.
-------------------------------------------
The entire railway transportation system has not been immune from a wide-area electric power blackout contributing to a series of disruption on its operations between the Addis-Djibouti rail networks.
The study Gedion and his team have conducted indicates that: “For instance, by the end of October 2019, the number of power cuts that occurred on train operation have reached to 6,742, and the overhead line reaching to 1,736.”
The frequent power cuts not only has affected the efficiency of the railway transport, but has also led to anomalous operations including rescue, slope stopping, regression, and a very serious impact on train operation safety. Some 60 percent of interruptions took close to three hours before the train’s returned to normal operations. But in some instances, three percent of the total events have caused more than a day long outages. The total interruption time was found out to be exceeding 4,800 hours since the start of railway operations across the corridor.
-----------------------------------------Power disruptions hobble Ethiopia’s railway lines | The Reporter Ethiopia English
A new study by a local research firm has indicated that the Ethiopian railway operation has been suffering from recurrent power outages, exacerbated lack of sound legal system, least available maintenance facilities and most importantly the absence of funding.www.thereporterethiopia.com
Yani umeme wa kusambaziwa reli umepotea mara 6,742 ndani ya hio miaka mitatu wamekua wakipiga safari za Addis Djibouti....
Kwa Ujumla ukichanganya mda wote ambapo stima ilikua imepotea kwa line ya reli, ni masaa 4,800..... Yani ukijulisha hayo masaa ni kama vile kulikua hakuna stima kwa siku mia mbili mfululizo (200 days) Au ukipenda 6 Months and 15 Days!!!!
Ethio - Djibouti Railway in pictures....
hawajaona nini?Nahisi waganda hawaja uona
😁😁